Air-brake mechanism.



.PATENTED APR. 28. 1903.

T. J. QUIRK. vAIR BRAKE MECHANISM.

APPLIOATION FILED JULY 18, 1902.

2 SHEETS-SHEET 1.

H0 MODEL.

H m m WW /m U./. U wmm I A rtnn' STATES! AthNT Emmi THOMAS J. QUIRK, OFBUFFALO, NEXV YORK.

AlR-BRAKE MECHANISM.

SPECIFICATION forming part of Letters Patent No. 726,459, dated April28, 1903.

Application filed July 18,1902. Serial No. 116,079. (No model.)

to which it appertains to make and use the:

same, reference being had to the accompanying drawings, and to figuresof reference. marked thereon, which form a part of this specification.

My invention relates to improvements in automatic air-brakes, and moreparticularly to certain novel attachments which act in conjunction withthe air-brakes proper to overcome certain defects in the present systemwhich are a fruitful cause of accidents.

As at present constructed and operated should obstructions in thebrake-pipe occur from any cause whatever the service is necessarilydestroyed and the brakes cannot be set by the engineer. Again, shouldthe supply of air under pressure in the brake-pipe be reduced below aneffective point through failure of the pump to work or by accidentalshutting oif of the air-supply through wrong position of either of theengineers brakevalve handle or any of the angle-cocks the effectivenessof the present brake system would again be destroyed.

The object of the present invention is to provide for the contingenciesabove outlined by producing a practically perfect system which will beequal to any emergency which mayarise- These objects are attainedthrough the instrumentality, first, of an automatic device adapted forremovable engagement with the brake and signal pipes at the rear of thetrain by means of which the two pipes are so connected with each otherthat the pressure in the signal'pipe will be automatically utilized toset the brakes in the event of failure of the brake-pipe to properlyperform its functions and in case it is necessary to set the brakeswhile the trouble exists in the brake-pipe to automatically bleed thebrake-pipe to set the brakes after emptying the signal-pipe by hand;second, of an improved attachmcnt in operative engagement with thesignal-pipe and the engineers brakevalve handle by means of which theautomaticoperation of the device outlined in the preceding paragraph isprevented during the ordinary braking of the train by the engineer andwithout interference with the functions of the signal system; third, ofcertain other improved details of construction, all of which will bemore fully hereinafter described, and pointed out in the claims.

In the accompanying drawings, consisting of two sheets, Figure 1 is adiagrammatic View showing a portion of an automatic airbrake systemprovided with mechanism embodying the invention. Fig. 2 is a detailview, in central vertical section, of my improved automatic device whichconnects the brake and signal pipes at the rear of the train; Fig. 3 isa detail view, in central vertical section,of an improvedregulating-valve. Fig. 4 is a top plan View of the connection with theengineers brake-valve. Fig. 5 is a central vertical section of thesignal-valve. Fig. 6 is a similar section of a regulatingvalve in thepipe connecting the lower chamber of the signal-valve with thesignal-pipe.

Referring to the drawings, the parts of the present automatic air-braketo which myimprovements are applied are shown in Fig. 1 in diagrammaticform, as follows: 1 is the engineers brake-valve, and 2 is theoperatinghandle. 3 and 4 are the vertical and horizontal brake-pipes forholding air at a pressure of seventy pounds and upwardand leading fromthe valve 1 to the rear of the train. 5 is the pipe leading from thevalve 1 to the main ducing-valve 13 to reduce the pressure in thesignal-pipes 6 and S to forty-five pounds.

My improvedautomatic device,-located at the rear of the train, isinclosed in a casing 14:. This casing is provided on its upper side withthe book 15, adapted for engagement with the rail of the platform atrear of the train in order to temporarily suspend such device when inuse. The two sections of the hose 16 and 17, leading from the casing 14,are coupled, respectively, to the brake-pipe 4 and signal-pipe 6, asshown in Fig. 1, to effect an operative communication between these twopipes of the system.

The detailed construction of the device contained within the casing 14and fully shown in Fig. 2 is as follows: Within the casing 14 andcommunicating with the hose 16 is the passage 18, leading to the twobranch passages 19 and 20, which unite in the common passage 21,communicating with the signalpipe 6 by means of the hose 17 at theopposite end of the casing 14. An auxiliary passage 22 opens into thebranch passagel?) and communicates with a passage in the hook 15, whichis controlled by the stop-cock 23 in such passage. In the passage 19 islocated an enlarged piston-chamber 24 for the operative reception of apiston 25, connected to a piston-rod 26, which extends through andbeyond a perforated wall 27 in the passage and carries at its extremeend a valve 28 for opening and closing an exhaust-port 29in the passage19. This valve is held in tight sliding contact with the wall of thepassage 19 by a spring 30. Upon the piston-rod 26, between the valve 28and the piston-chamber 24, is rigidly secured an auxiliary piston 31. 39indicates a spring coiled about the piston-rod 26 between the piston 25and wall 27 and which tends to hold the pistons and valve in theposition shown in Fig. 2. Extending down from the passage 19 is achamber 32, in which operates a piston 33, between which and the lowerend of the chamber 32 is a spring 34. Secured to the upper side of thepiston 33 is a locking-rod 35, the upper end of which is beveled andextends into the passage 19 through a hole in the wall thereof, asshown. This rod 35 is movably seated in a socket in the upper side ofthe piston 33 and is held up by a spring 36, which permits it to bedepressed independently of its piston. The hole in the wall of thepassage 19, through which the locking-rod passes, is but slightly largerthan said rod, so that only a restricted opening is left for the passageof air to and from the chamber 32, which causes a tardy movement of thepiston In the bottom of the chamber 32 and in the passage 19, betweenthe piston 31 and the wall 27 of the pistonchamber 24, areexhaust-openings 37 and 38, which allow the escape of air and preventthe formation of air-cushions in said chamber and passage. In thepassage 20 is located an enlarged piston-chamber 40 for the operativereception of the piston 41, connected to a piston-rod 42. Upon the outerend of this pistonrod 42 is a valve 43 for opening and closing anexhaust-port 44 in the passage 20. This valve is held in tight slidingcontactwith the wall of the passage 20 by the spring 45. Upon thepiston-rod 42, between the valve 43 and the piston-chamber 40, is fixedthe auxiliary piston 46. 54 is a spring arranged between the piston 41and right-hand end of the pistonchamber and tending to hold the pistonsand valve in the position shown in Fig. 2, in which the exhaust-port 44is closed. Extending down from the piston-chamber 40 is a chamber 48, inwhich operates a piston 49, between which and the lower end of thechamber 48 is the spring 50. The piston 49 carries a locking-rod 51, theupper end of which is beveled and extends into the passage 20 through ahole in the wall of said passage. This locking-rod 51 is movably seated.in a socket in the piston 49 and is pressed upwardly by a spring 52,which permits of its automatic engagement and disengagement with thepiston 41. In the bottom ofthe chamber 48 and in the passage 20, betweenthe pistons 41 and 46, are escape-passages 53 and 47, which prevent theformation of air-cushions in said chamber and passage.

My improved device connecting the engineers brake-valve handle and thesignal-pipe is arranged as follows, (see Figs. 1, 3, and 4:) 55 is apipe thelower end of which communicates with the signal-pipe 8. Upon itsupper end is mounted a casing 56, in which is arranged apressure-reducer and a regulatingvalve. The pressure-reducer consists ofthe cylindrical weight 57, adapted for vertical movement under pressurein the chamber 58 upon the guide-rod 59. This chamber has at its lowerend the exhaust-opening 60. Below this pressure-reducer is located acylindrical valve 61, seated in a cylindrical socket 62 at right anglesto the passage 63 in the pipe 55. Diametrically across this valve isarranged a passage 64, adapted to form a continuation of the pipepassage63. One end of this valve-passage 64 is widened, as at 65, to throw thepipe-passage 63 in communication with the exhaust-opening 66. The valve61 has an operating-lever 67 rigidly secured thereto, such lever 67being connected to the .engineers brake-valve handle 2 by a rod 68. Theend of this rod 68 which is in engagement with the brake-Valve handle isprovided with the elongated slot 69, adapted for the sliding receptionofthe pin 70 on the brake-valve handle. When the brake-valve handle isturned to lap position, the passage 64 of the valve 61 is in properposition to allow the air from the signal-pipe to pass up into theweight-valve 57 58, which is set for a pressure of twenty pounds, thesurplus pressure escaping through the exhaust-opening 60. The noise ofthis escaping air will serve as a warning to notify the engineer when heis not braking that his brake-valve handle is not in its properposition.

My improved connections between the signal-valve and the signal-pipe arearranged as follows: The signal-valve 7, as shown in section in Fig. 5,which is of well-known construction, has the upper chamber 71 and thelower chamber 72, separated by the flexible diaphragm 73. Under myimproved arrangement I place the lower chamber 72 of the valve incommunication with the signal-pipe 8 by means of the pipe 11, which isprovided with the controlling-valve 74, (shown in section in Fig. 6,) inwhich 75 is a chamber provided with the removable screw-threaded cap 76.Within this chamber is the cup-valve 77, resting upon its valve-seat 78in the pipe 11. The spiral spring 79, seated in the cup-valve 77 andhaving its upper end in bearing contact WllillthO cap 79, serves tonormally hold such valve in closing contact with its seat.

82 represents a valve located in the cab and controlling the signal-pipe8 and having an operating-handle 80, by which the valve can be movedtoopen and close said pipe.

The operation of my improved apparatus just described in detail is asfollows: After the necessary pressure has been obtained in both thebrake and signal pipes 4 and 6 to prepare the system for effectiveservice should the pressure he reduced below an effective point, eitherthrough the failure of the pump to maintain the proper pressure or fromany accidental obstruction in the brake-pipe 4, without the knowledge ofthe engineerthe apparatus in the passage (see Fig. 2) operatesautomatically as follows: The proper pressure for the brake-pipe throughpipe 16 and passage 18 is usually seventy pounds to the square inch,which is exerted against the auxiliary piston 31, which serves, with theaid of the spring 39, to hold the piston 25 in the extreme right end ofthe chamber 24 against the pressure on the opposite side of the piston25 coming from the signal-pipe 6 through pipe 17 and passage 21, usuallyforty-five pounds to the square inch, which acts on the opposite side ofthe larger piston 25, the exhaust-port being closed by the valve 28.Should the pressure in the brake-pipe now be reduced through accident,as before outlined, below the strength of the opposite pressure from thesignal-pipe, the piston 25 will be forced to the opposite end of itschamber against the action of the spring 39 and will carry the valve 28to the left and open the exhaust-port 29, thus leaving a vent for theescape of the air in the brake'pipe, which discharges into the casing ltand from thence th rough opening 81 into the outside atmosphere, whichhas the effect of instantly setting the brakes by quick action. Thelocking-rod 35 is designed to hold the pistons and Valvein the normalposition shown prior to the establishment of the proper pressure in thebrake and signal pipes. In case the air-pressure is admitted to thesignal-pipe before its admission to the brake pipe there will not be therequisite pressure in the chamber 32, which communicates with passage 19on the brake-pipe side of the piston 31, to depress the locking-rod 35,and the latter will be held up by its piston and spring 34 and willblock the movement of piston 31 and prevent the action of valve 28 untilthe air under pressure in chamber 32, which is admitted slowly past thelocking-rod 35, depresses the piston 33 against the action of the spring34:, which causes the attached locking-rod to be drawn out of the way ofthe piston 31. After such piston has passed the locking-rod by reason ofthe reduced pressure in the brake-pipe, as above explained, thelocking-rod is again thrown to its highest position. So long as thepressure on the brake-pipe and passage 19 is sufficient to hold thepistons 31 and 25 to the right, as shown, the locking-rod is held downout of the path of the piston 31 by the air-pressure, and as thelocking-rod can only rise slowly, owing to the reduced escape-passagefor the air from thechamber 32, sufficient time is allowed for thepiston 31 to move past the locking-rod. When the brakes have been set bythe automatic action of the apparatus just described and the troublelocated and adjusted, it is necessary to release the brakes and permitthe automatic apparatus just described to be returned to its normalposition. This is accomplished in the following manner: The brake-valvehandle 2 is thrown over to what is known as its emergency position. The

connecting-rod simultaneouslypulls the lever 67 an d turns its attachedvalve into such a position that the enlarged end .65 of thevalve-passage 64 (see Fig. 3) connects the passage 63 in pipe 55 and theexhaust-opening 66, adjacent thereto. This provides a vent through whichthe signal-pipe maybe emptied to remove the pressure in passage 19 onthe right-hand side of the piston 25 and permit the spring 39 to forcethe pistons 25 and 31 and the valve 28 back to their normal lockedpositions, as shown in Fig. 2. When the piston 31. returns to its normalposition, it strikes the beveled upper end of the locking-rod-35 andforces it down in its socket in the piston 33 against the action of itsspring 36 and without deprcssingthe piston 33 in its chamber 32. Afterthe passage of the piston 31 and rod 35 is returned to its lockingposition by its spring 36. The brakes may be released Without anymovement of the automatic device just described by simply turning thebrake-valve handle to release potion, which simultaneously turns thevalves 61 64: through connecting-rod 68 and closes pipe 55, thuspermitting the restoration of the normal pressure in the signal-pipe.

The described sliding connection of the rod 68 with the brake-valvehandle 2 permits the possible for the engineer to set the brakes bymeans of the brake-valve 1 in the cab in the usual manner,he canapplythe brakes through the instrumentality of the hand-valve 82 in thesignal-pipe 8 in the following manner: The pistons 41 and 46 in thepassage 20 and the spring 54, acting therein, are so proportioned thatwith the normal brake-pipe pressure (seventy pounds, more or less) onthe left from passage 18 and the signal-pipe pressure (forty-fivepounds, more or less) on the right from passage 21 the pistons are heldin the normal position shown in Fig. 2, with the valve 43 closing theexhaust-port 44. When the occasion arises, as just explained, theengineer operates the lever to open the attached valve 82 and dischargethe air from the signal-pipe 8. This removes the pressure from theright-hand side of the piston 41, and the pressure from the brake-pipe16 and passages 18 and 20 against the left-hand side of the smallerpiston 46 forces piston 41 to the right against the action of the spring54. The valve 43, attached to the pistons, is carried to the right andbeyond the exhaustport 44, through which the air from the brakepipeescapes, thus setting the brakes in quick action.

The locking-rod 51 acts in a manner similar to the other locking-rod 35and prevents the action of the pistons 46 41 and valve 43 by thepressure in the brake-pipe prior to supplying pressure to thesignal-pipe. The locking-rod is normally held down out of the path ofthe piston 41 by theordinary pressure in the passage 20 from thesignal-pipe 8. After the pistons 41 46 have been operated by emptyingthe signal-pipe 8, as explained, the pressure is removed from the piston49 of the locking-rod and the latter rises to the position shown.

When it is necessary to release the brakes, the valve 82 is closed,which permits the normal pressure to be restored to the signal-pipe 8,pipe 17, and passages 21 20 against the right-hand side of piston 41.This serves to force the piston 41 back to its normal position and withit the valve 43 in closed position over the exhaust-port 44. In theabsence of air-pressure the spring 54 will restore the piston 41 to itsnormal position. The pressure is then restored in the brakepipe, whichreleases the brakes. 41 in its travel to the left rides over the beveledupper end of the locking-rod 51, depressing it as it passes the same.

The valve 82, the operation of which has just been described, can alsobe used to determine whether all angle or stop cocks in the brake andsignal pipes are open after all connections are made in the brake systembefore starting the train.

The signal-pipe can be emptied and the brakes set by putting thebrake-valve handle 2 to the emergency position, whichwill cause valves61 64 to open and empty signalpipe 8, and thus set the brakes in thesame The piston manner as has just been described in connection withvalve 82 and piston 41 and its attachments.

In setting the brakes in the usual manner through brake-valve 1 it isessential not to interfere with the effective working of the signalsystem and at the same time prevent the operation of the piston 25 andits attached valve 28, as has been before outlined. This is accomplishedin the following manner, (see Figs. 1, 3, 5, and 6:) In the movement ofthe brake-valve handle 2 to set the brakes the pressure is reduced onthe signal-pipe 8, say, to twenty pounds, by the valves 61 64 beingopened, so that the air under pressure is permitted to pass through thesame to the weightvalve 57 58, which holds the pressure at twentypounds, as desired. When this pressure is thus reduced in the mainsignal-pipe 8, the pressure in the lower chamber 72 of the signal-valve7 is reduced simultaneously through the connecting-pipe 11 and valve 74,which communicates with the signal-pipe 8, in order that the whistlewill not be blown while the pressure is being reduced. This valve 74 isheld closed up to twenty pounds pressure by the spring 79 acting on thecupval-ve 77, which permits all pressure over twenty pounds to pass onto the signal-pipe 8,

thus preventing the diaphragm 73 from being raised to open thewhistle-valve S3 to operate the whistle during the ordinary setting ofthe brakes, as well as to insure the proper working of the signal-valveat all other times.

I claim- 1. In an air-brake mechanism involving separate brake andsignal pipes, the combination with thebrake and signal pipes at the trear end only of the brake system, of a mechanism in communication withsuch pipes, by

means of which the braking impulse is automatically shifted from thebrake-pipe to the signal-pipe, as and for the purpose stated.

2. In an air-brake mechanism involving separate brake and signal pipes,the combination with the brake and signal pipes, of'a mechanism incommunication with said pipes, and under the control of the engineer, by

; means of which the braking impulse is automatically shifted from thebrake-pipe to the signal-pipe, and can also be shifted at will,

substantially as set forth.

3. In an air-brake mechanism involving separate brake and signal pipes,the combination with the brake and signal pipes, of a mechanism incommunication with said pipes and under the control of the engineer, bymeans of which the brakes can be applied at will by change of pressurein the signal-pipe, substantially as set forth.

4. In an air-brake mechanism involving separate brake and signal pipes,the combination with the brake and signal pipes,of a mechanism under thecontrol of the engineer, by means of which the signal-pipeis-automatically placed in communication with the brakepipe to apply thebrakes, upon a reduction of pressure in the brake-pipe, and whereby thebrakes can be applied at will by a reduction of pressure in thesignal-pipe, substantially as set forth.

5. In an air-brake mechanism involving separate brake and signal pipes,the combination with the brake and signal pipes,of a mechanism by meansof which the pressure in the signal-pipe operates automatically upon areduction of pressure in the brake-pipe to establish communicationbetween the brake pipe and the external atmosphere at the rear end onlyof the brake system, substantially as set forth.

6. In an air-brake mechanism involving separate brake and signal pipes,a mechanism in communication with such pipes, by means of which thebraking impulse is automatically shifted from the brake-pipe to thesignal-pipe, and means connected with the engineers brake-valve and thesignal-pipe for controlling the automatic shifting mechanism in settingthe brakes from the brake-pipe, as and for the purpose stated.

7. In an air-brake mechanism involving separate brake and signal pipes,a mechanism in connection with such pipes, by'means of which the brakingimpulse is automatically shifted from the brake-pipe to the signal meansof which the braking impulse is automatically shifted from thebrake-pipe to the signal-pipe, and means connected with the engineersbrake-valve and the signal-pipe for controlling the automatic shiftingmechanism in setting the brakes from the brakepipe and for releasing thebrakes after they have been automatically set, as and for the purposestated.

9. In an air-brake mechanism involving separate brake and signal pipes,a mechanism in communication with such pipes, and ahand-valve located atthe locomotive-cab and controlling the signal-pipe by means of which thebrake-pipe can be bled or emptied at the point of communication betweenthe brake and signal pipe, for setting the brakes as andfor the purposestated.

10; In an air-brake mechanism involving separate brake and signal pipes,a mechanism in communication with such pipes, by means of which thebraking impulse is automatically shifted from the brake-pipe to thesignal-pipe, an engineers brake-valve for op erating the brakes, asignal device, and mechanism for preventing the operation of Y thesignal device in setting the brakes by means of the brake-valve,substantially as set forth.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing witnesses.

THOMAS J. QUIRK.

Witnesses:

J. W. PETTAPIECE, W. '1; MILLER.

